Vertical take-off and landing aircraft
By employing multiple lifting propellers, canards, and afts in a vertical takeoff and landing (VTOL) aircraft, combined with a carbon fiber fuselage and control surfaces, the problem of insufficient lift in VTOL aircraft has been solved, achieving large-scale transport and improved safety.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- AUTOFLIGHT (KUNSHAN) CO LTD
- Filing Date
- 2025-11-12
- Publication Date
- 2026-05-21
AI Technical Summary
Existing compound wing aircraft cannot provide sufficient lift in vertical take-off and landing mode, making it unable to carry large numbers of people and cargo, and their safety performance is insufficient.
Design a vertical takeoff and landing aircraft with at least two pairs of linear support members, each pair of support members is equipped with multiple lift propellers, and is equipped with canards and afts to enhance structural integrity. Multiple control surfaces and vertical stabilizers are used to improve handling and safety. The fuselage is made of carbon fiber material to enhance strength.
It achieves a large passenger carrying capacity, improves safety performance, can carry dozens of people, and maintains flight stability and control redundancy in the event of propeller failure, thus improving safety and reliability.
Smart Images
Figure CN2025134243_21052026_PF_FP_ABST
Abstract
Description
Vertical takeoff and landing aircraft Technical Field
[0001] This application relates to the field of aircraft technology, and more particularly to a vertical take-off and landing aircraft. Background Technology
[0002] Existing aircraft technologies mainly categorize them into fixed-wing aircraft, multi-rotor aircraft, and compound-wing aircraft. In practical applications, fixed-wing and multi-rotor aircraft each have their own advantages and disadvantages. Fixed-wing aircraft are characterized by long endurance and high-altitude flight, and are widely used in surveying, geology, petroleum, agriculture, and forestry. Multi-rotor aircraft, on the other hand, can take off and land vertically and hover, and are primarily suitable for low-altitude, low-speed operations requiring vertical takeoff and landing and hovering.
[0003] While existing compound wing aircraft possess both vertical takeoff and landing (VTOL) and fixed-wing flight modes, they cannot provide sufficient lift in VTOL mode. This means that existing compound wing aircraft are limited by the number of linear support components and propellers, and can only carry a few people. There has always been a need for new aircraft to meet the needs of transporting larger numbers of people and / or cargo in order to achieve greater economic benefits. Summary of the Invention
[0004] The purpose of this application is to provide a vertical take-off and landing aircraft that can carry a large number of passengers and has improved safety performance.
[0005] To address the aforementioned technical problems, this application provides a vertical takeoff and landing (VTOL) aircraft, comprising: a fuselage; a left wing and a right wing connected to the fuselage; at least two pairs of linear support members, each pair of linear support members being connected to the left wing and the right wing respectively, wherein each of the at least one pair of linear support members is provided with at least four lift propellers; a fore wing and a rear wing, the fore wing being connected to two of the at least two pairs of linear support members, and the rear wing being connected to two of the at least two pairs of linear support members; a thrust propeller is disposed at the front end of each linear support member; and / or, a thrust propeller is disposed at the rear end of each linear support member.
[0006] Optionally, the at least two pairs of linear supports include at least two pairs of inner linear supports and at least one pair of outer linear supports, wherein the at least two pairs of inner linear supports and at least one pair of outer linear supports are respectively disposed on both sides of the fuselage, each inner linear support is provided with at least four lift propellers, and each outer linear support is provided with at least two lift propellers.
[0007] Optionally, the front wing and the rear wing are respectively disposed on the front and rear sides of the fuselage, wherein the front wing is connected to the at least two pairs of inner linear support members, and the rear wing is connected to the at least two pairs of inner linear support members.
[0008] Optionally, both the forewing and the rear wing are provided with multiple control surfaces for controlling the pitch of the aircraft.
[0009] Optionally, the forewing is located in front of the fuselage and is not directly connected to the fuselage, and the rear wing is located behind the fuselage and is not directly connected to the fuselage.
[0010] Optionally, the rear ends of the two pairs of inner linear support members are provided with vertical stabilizers, and each of the vertical stabilizers is arranged opposite to the other.
[0011] Optionally, at least four thrust propellers are provided at the front end of the at least two pairs of inner linear support members, and at least four thrust propellers are provided at the rear end of the at least two pairs of inner linear support members. The at least four thrust propellers and the at least four thrust propellers can rotate at different speeds to achieve active yaw of the aircraft.
[0012] Optionally, it may also include a pod detachably attached to the fuselage for carrying passengers or cargo.
[0013] Optionally, the at least three pairs of linear supports are arranged in parallel longitudinally.
[0014] Optionally, both the linear support and the front end of the forewing are equipped with airspeed meters.
[0015] The aircraft described in this application can carry a large number of passengers and has improved safety performance. Attached Figure Description
[0016] Figure 1 shows a three-dimensional structural schematic diagram of a vertical takeoff and landing aircraft according to an embodiment of this application;
[0017] Figure 2 shows a three-dimensional structural schematic diagram of a vertical take-off and landing aircraft according to an embodiment of this application from another perspective;
[0018] Figure 3 shows a schematic diagram of the structure of a vertical takeoff and landing aircraft according to an embodiment of this application;
[0019] Figure 4 shows a structural schematic diagram of a vertical takeoff and landing aircraft according to an embodiment of this application;
[0020] Figure 5 shows a schematic diagram of the structure of a vertical takeoff and landing aircraft according to an embodiment of this application. Detailed Implementation
[0021] The following embodiments further illustrate the technical solutions of this application. It should be understood that the specific embodiments described herein are merely for explaining this application. Furthermore, it should be noted that, for ease of description, only the parts relevant to this application are shown in the accompanying drawings, not all of them.
[0022] The terms used in this specification to describe the various embodiments are to be understood not only in their commonly defined meanings, but also, by their specific definitions in this specification, to include structures, materials, or actions that extend beyond their commonly defined meanings. Therefore, if an element is to be understood in the context of this specification to include more than one meaning, its use in the claims must be understood to apply universally to all possible meanings supported by the specification and by its own terminology.
[0023] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.
[0024] The term "aircraft" is defined as an air transport system of any size having at least one lift propeller as its propulsion source. The term "aircraft" can include both "manned" and "unmanned" air transport systems. A manned aircraft can mean an air transport system carrying one or more human passengers, none of whom have control over the aircraft. A manned aircraft can also mean an air transport system carrying one or more human passengers, some of whom, or one of whom, has partial or full control over the aircraft. An unmanned aircraft can mean an air transport system that does not carry any human passengers and flies autonomously or is remotely controlled by someone at a distance.
[0025] The term "vertical takeoff and landing (VTOL) aircraft" is defined as an air transport system of any size that has at least one propeller as its propulsion source. The term "VTOL aircraft" can include both "manned" and "unmanned" air transport systems. A manned VTOL aircraft can mean an air transport system carrying one or more human passengers, none of whom have control over the VTOL aircraft. A manned VTOL aircraft can also mean an air transport system carrying one or more human passengers, some of whom, or one of whom, has partial or full control over the VTOL aircraft. An unmanned VTOL aircraft can mean an air transport system that does not carry any human passengers and flies autonomously or is remotely controlled by someone at a distance.
[0026] The term "fixed wing" is defined as a non-rotating wing on an aircraft that generates lift due to the forward airspeed of the aircraft and the shape of the fixed wing.
[0027] The accompanying drawings illustrate various embodiments of the vertical takeoff and landing aircraft. It should be noted, in particular, that other types of aircraft are envisioned to implement many of the inventive features described herein, in addition to those shown in the drawings.
[0028] As shown in Figure 1, this application provides a vertical takeoff and landing (VTOL) aircraft 100, including: a fuselage 110, a left wing 121 and a right wing 122 connected to the fuselage 110, and three pairs of linear support members 130, a canard wing 141, and a rear wing 142. The left wing 121 and the right wing 122 provide lift for the aircraft during level flight. The left wing 121 and the right wing 122 are non-rotatable relative to the fuselage 110 and are symmetrically arranged on both sides of the fuselage 110 along the longitudinal axis of the fuselage 110.
[0029] Each pair of linear support members 130 is connected to the left wing 121 and the right wing 122 respectively. The three pairs of linear support members 130 include two pairs of inner linear support members 131 and one pair of outer linear support members 132. Each inner linear support member 131 is equipped with four lift propellers 140, and each outer linear support member 132 is equipped with two lift propellers 140. The forewing 141 is connected to the front end of the two pairs of inner linear support members 131, and the rearwing 142 is connected to the rear end of the two pairs of inner linear support members 131. The front end of the inner linear support member 131 is equipped with a thrust propeller 241, and the rear end of the inner linear support member 131 is equipped with a thrust propeller 242.
[0030] In some embodiments, as shown in FIG2, a pod 220 may be detachably attached to the fuselage 110. The pod 220 is used for carrying passengers or cargo, and may also carry other functions, such as installing other recording devices, delivery devices, or other instruments and equipment. It is conceivable that a thrust propeller 242 may also be installed at the rear of the pod.
[0031] In one embodiment, each inner linear support 131 may also accommodate more lift propellers 140, such as six or more. The front wing 141 may connect not only to the front ends of all inner linear supports 131, but also to other locations. In one embodiment, as exemplified by Figures 3 and 4, the front wing 141 and the rear wing 142 may consist of two separate parts, which may connect only two of the two pairs of inner linear supports 131.
[0032] In one embodiment, the fuselage 110 is detachably connected to the left wing 121 and the right wing 122, facilitating maintenance and replacement. In another embodiment, the fuselage 110 is integrally formed with the left wing 121 and the right wing 122, which improves structural integrity.
[0033] In some embodiments, as shown in FIG1, three pairs of linear support members 130 are arranged parallel to the fuselage 110, wherein two pairs of inner linear support members are symmetrically arranged on both sides of the fuselage 110, and one pair of outer linear support members are symmetrically arranged on both sides of the fuselage 110. The lengths of the two pairs of inner linear support members 131 are all greater than the length of the fuselage 110, and the lengths of the outer linear support members 132 are all less than the length of the fuselage 110. The three pairs of linear support members are arranged parallel to each other longitudinally. The two inner linear support members on one side of the fuselage 110 include one that is away from the fuselage 110 and one that is close to the fuselage 110.
[0034] The canard 141 connects the front ends of the two pairs of inner linear support members 131. The canard 141 is located in front of the fuselage 110 and is not connected to the fuselage 110. The aft 142 connects the rear ends of the two pairs of inner linear support members 131. The aft 142 is located behind the fuselage 110 and is not connected to the fuselage 110. The canard 141 and aft 142 can improve the structural integrity of the aircraft 100, increase structural strength, and enhance safety and reliability.
[0035] In one embodiment, the inner linear support members 131 all extend forward beyond the front wing 141. In one embodiment, the inner linear support members 131 do not extend beyond the front wing 141. In one embodiment, the inner linear support members 131 all extend rearward beyond the rear wing 142. In one embodiment, the inner linear support members 131 do not extend beyond the rear wing 142.
[0036] Each inner linear support 131 is equipped with four lift propellers 140. The inner linear support 131 can accommodate a drive motor (not shown in the figure), and each drive motor drives its corresponding lift propeller 140. The four lift propellers are spaced apart, with the four lift propellers on the two pairs of inner linear supports aligned on a centerline. Each outer linear support is equipped with two lift propellers. In this embodiment, the two pairs of inner linear supports 131 have a total of 16 lift propellers, and one pair of outer linear supports 132 have 4 lift propellers 140. The aircraft 100 has a total of 20 lift propellers 140. This number of lift propellers 140 can provide stronger lift to carry larger and heavier pods 220, making the vertical takeoff and landing aircraft of this design a so-called "air bus," capable of carrying dozens of people at a time. Furthermore, since each lift propeller 140 can operate independently, the large number of lift propellers 140 greatly increases the risk of crashing if some of the drive motors fail, thus improving the stability of the vertical take-off and landing aircraft.
[0037] In some embodiments, the location and direction of the drive motor are not limited. In this embodiment, the lift propellers 140 are all disposed on the top of the linear support 130; in one embodiment, they may also be disposed on the bottom of the linear support 130.
[0038] Both the fore wing 141 and the rear wing 142 are provided with multiple control surfaces 150 for controlling the pitch of the aircraft 100. The control surfaces 150 are located between the inner linear support members 130. In one embodiment, the fore wing 141 includes four control surfaces 150, and the rear wing 142 includes four control surfaces 150. The control surfaces 150 control the pitch of the aircraft 100. The four control surfaces 150 at both ends improve the aircraft's maneuverability, increase control redundancy, and enhance safety and reliability.
[0039] In one embodiment, as shown in Figure 2, vertical stabilizers 310 are provided at the rear ends of the two pairs of inner linear support members 131, with the four vertical stabilizers arranged in parallel relative to each other. Each of the four vertical stabilizers is equipped with a steering surface, which can serve as a control unit for steering. The four control units also increase control redundancy and improve safety and reliability. In one embodiment, the four vertical stabilizers extend downwards. In another embodiment, the vertical stabilizers extend upwards. In one embodiment, as shown in Figure 5, two vertical stabilizers are provided at the rear ends of the outer pair of inner linear support members 131.
[0040] The fuselage of the aircraft provided in this application is preferably made of carbon fiber material, which has a certain degree of ductility and toughness. While enhancing the strength of the fuselage, carbon fiber material itself has a certain degree of toughness and ductility, which can be used to resist some of the torque and air resistance applied to the fuselage during flight.
[0041] Each linear support component can be made of suitable materials to withstand the physical demands of flight and resist the torsion caused by various pressures generated during flight. Such materials include natural and synthetic polymers, various metals and metal alloys, natural materials, textile fibers, glass, and ceramic materials.
[0042] In the aircraft provided in this application, each linear support is parallel to the longitudinal axis of the fuselage 110, so that the propellers arranged on each linear support are parallel to each other, thereby providing optimal stability and redundancy. When a propeller on a linear support fails, it is only necessary to shut down the corresponding propeller on the other linear support opposite the failed propeller, so that the remaining working propellers can be kept in balance, allowing the aircraft to remain in the air.
[0043] In one embodiment, as shown in Figure 1, an airspeed meter 400 is provided at the end of the outer linear support 132. In addition, an airspeed meter 400 is also provided on the canard 141. Multiple airspeed meters can ensure system redundancy and improve safety and reliability.
[0044] In one embodiment, at least four thrust propellers are provided at the front end of the two pairs of inner linear support members, and four thrust propellers are provided at the rear end. The combination of four thrust propellers and four thrust propellers can provide more powerful thrust, enabling the vertical takeoff and landing aircraft of this design to become a so-called "air bus," capable of carrying dozens of people at a time. Furthermore, the thrust ratio provided by the four thrust propellers and four thrust propellers can be changed to generate asymmetrical thrust. The asymmetrical thrust can control the aircraft's active yaw, thereby adding another yaw control channel. When the lift motor yaw control cannot be guaranteed, it can be achieved through the four thrust propellers and four thrust propellers, thus increasing control redundancy and improving safety and reliability.
[0045] The above embodiments are merely illustrative of the principles and effects of this application. Any person skilled in the art can modify or alter the above embodiments without departing from the purpose of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the purpose disclosed in this application should still be covered by the claims of this application.
Claims
1. A vertical take-off and landing aircraft characterised in that, include: body; The left and right wings are connected to the fuselage; At least two pairs of linear support members, each pair of linear support members being connected to the left wing and the right wing respectively, wherein each of the at least one pair of linear support members is provided with at least four lift propellers; A front wing and a rear wing, wherein the front wing is connected to two of the at least two pairs of linear supports, and the rear wing is connected to two of the at least two pairs of linear supports; A tension propeller is provided at the front end of the linear support; and / or a thrust propeller is provided at the rear end of the linear support.
2. The vertical take-off and landing aircraft of claim 1, wherein, The at least two pairs of linear support members include at least two pairs of inner linear support members and at least one pair of outer linear support members. The at least two pairs of inner linear support members and the at least one pair of outer linear support members are respectively arranged on both sides of the fuselage. Each inner linear support member is arranged with at least four lift propellers, and each outer linear support member is arranged with at least two lift propellers.
3. The vertical take-off and landing aircraft of claim 2, wherein, The front wing and rear wing are respectively disposed on the front and rear sides of the fuselage, wherein the front wing is connected to the at least two pairs of inner linear support members, and the rear wing is connected to the at least two pairs of inner linear support members.
4. The vertical takeoff and landing aircraft of claim 1, wherein, Both the fore wing and the rear wing are equipped with multiple control surfaces for controlling the pitch of the aircraft.
5. The vertical takeoff and landing aircraft of claim 1, wherein, The forewing is located in front of the fuselage and is not directly connected to the fuselage, while the rear wing is located behind the fuselage and is not directly connected to the fuselage.
6. The vertical takeoff and landing aircraft of claim 2, wherein, Vertical stabilizers are provided at the rear ends of the two pairs of inner linear support members, and each of the vertical stabilizers is arranged opposite to the other.
7. The vertical takeoff and landing aircraft of claim 2, wherein, The front end of the at least two pairs of inner linear support members is provided with at least four thrust propellers, and the rear end of the at least two pairs of inner linear support members is provided with at least four thrust propellers. The at least four thrust propellers and the at least four thrust propellers can rotate at different speeds to achieve active yaw of the aircraft.
8. The vertical takeoff and landing aircraft of claim 1, wherein, It also includes pods that can be detachably attached to the fuselage for carrying passengers or cargo.
9. The vertical takeoff and landing aircraft of claim 5, wherein, The at least three pairs of linear support members are arranged in parallel longitudinally.
10. The vertical takeoff and landing aircraft according to claim 1, wherein the linear support and the front end of the canard are both provided with airspeed meters.